Building Energy Model simulates energy use in a 200-by-200-meter grid for the City of Boston

A citywide building energy model for Boston has been developed by researchers at the MIT Sustainable Design Lab (SDL) and the MIT Lincoln Laboratory and the Boston Redevelopment Authority (BRA) as cooperation partner. According to MIT, the new tool enables to plan the energy future of Boston on an unprecedented scale and spatiotemporal detail. It calculates the needed gas and electrical energy for each individual building (about 92,000 total) in Boston with a time resolution of one hour, one day or a year. “Nobody has ever modeled a city the size of Boston at this level of detail,” Reinhart says. “It’s also the first time that these data are being used by a city to guide energy policy decisions.”

As announced by the City of Boston and the BRA, the new building energy model is an integral part of the Boston Community Energy Study. It supports stakeholders and decision-makers to figure out saving potentials and opportunities regarding greenhouse gas emissions, energy demand and costs in Boston.

“Community energy solutions such as targeted energy efficiency, district energy, microgrids, local energy generation, and energy storage represent an opportunity to fundamentally change the way our energy system works,” says Austin Blackmon, chief of energy, environment, and open space for Boston, “but to get there we need a better understanding of the existing system and a way to identify the most promising solutions.”

One important aim of the model is the identification of more holistic solutions instead of isolated analyses of buildings. For example, photovoltaic systems, battery storages, ground source heat pumps, and combined heat and power (CHP) systems outside of a building, adjacent buildings or sites across Boston, are taken into consideration to reduce greenhouse gas emissions and reduce costs. “If you have a building consuming a lot of electricity at certain hours, you need buildings around them that can use that waste heat,” Cerezo says. “Our model is built for figuring out where those things happen.”

In order to process the data and develop the model, the approximately 92,000 buildings in Boston have been classified in 48 different building types. Furthermore, twelve use categories were specified to distinguish the different characteristics influencing supply and demand of energy over the time. The geographic information systems dataset of Boston with its building geometry, property tax assessment records, and the several types of parcel use are also taken into account.

Building Energy Model for Lisbon and Riyadh currently being developed

According to Reinhart and Cerezo, their decision-making tool is designed to focus on problem areas, for example, peak electricity demands of buildings on hot summer days, and to identify worthwhile saving opportunities.

“Every city has long-term goals,” Cerezo, a PhD student in the Building Technology Program, says. “But nobody knows exactly how to plan for and measure them. With this model, the city has a map to help them target and reach those goals.”

The SDL team is not confined to any borders and now working on new models for Lisbon (Portugal) and Riyadh (Saudi Arabia). They are also validating their Boston model by comparing the calculated results with the real energy consumption. “We’ll do this using any building-level energy dataset that we can get our hands on, so the models become more and more accurate,” Reinhart pledges. “Ultimately, our goal is for every city in the world to rely on a citywide energy model to meaningfully manage its future energy supply and carbon emissions.”

In order to provide an affordable hydrogen-powered car, the fuel cell system has been scaled down

Hydrogen powered car with European type approval

They intend to produce the first hydrogen powered production car scheduled for 2018 at a rate of 3,500 units per annum. The UK-based company Riversimple unveiled their lightweight car, called Rasa, with a range of up to 300 miles on 1.5 kg of hydrogen. With its completely different architecture to conventional cars, it has the lowest carbon emissions for any vehicle ‘well-to-wheel’. Water is of course the only emission.

Indeed, Rasa is not the first fuel cell vehicle. The FCX Clarity, manufactured by Honda, was the first hydrogen powered car available for retail clients but with a small number of customers. The discontinuation of the FCX Clarity was announced in July 2014. Others, for instance, are Hyundai ix35 FCEV, Toyota Mirai or fuel cell buses from Daimler, Thor Industries or Irisbus.

Compared to Toyota or Honda, Rasa is not based on common vehicle templates. Riversimple wipes the slate clean and presents a new type of hydrogen powered car with new elegant and clean lines. In order to provide an affordable fuel cell car, the system has been scaled down which is only possible with a considerably reduced car weight. Consequently, it provides only essential features and no superfluous shenanigans.

The seats, for example, have a small weight of only 10.8 kg each. The chassis is made of carbon composite material. The total kerb weight of just 580 kg is nearly the half of a small car. This is not only due to the fact that Rasa is a two-seater car. The interior features only essential elements. With its 18 moving parts in the entire powertrain, Riversimple will adopt an open-source approach to its technology and componentry. The aim is to encourage the proliferation of this technology and economies of scale within the sector. According to Riversimple, Rasa has been engineered by a highly-skilled team from some of the world’s most renowned carmakers, Formula 1 teams and aerospace engineering companies.

The high range of 300 miles are also the result of the more than 50 percent recovered kinetic energy produced under braking. With a claimed fuel economy equivalent of 0,9 litre per 100 kilometre (250mpg), Rasa can be refuelled with 350 bar of pressure. It is quite high but also cheaper and does not require pre-cooling of the hydrogen. Refuelling the empty tank takes around three minutes. Hydrogen can be produced via electrolysis of water and renewable energy sources like wind and solar radiation.

Rasa is built for full European type approval and will be offered through a ‘sale of service’ model. Riversimple will cover all repair, maintenance, insurance and fuel expenses for a fixed monthly fee plus a mileage allowance. The expenditures can be compared with leasing.

Under braking, the motors act as a Kinetic Energy Recovery System – similar to that found in a Formula 1 car – generating electricity and replenishing the car’s bank of 120 quickcharging lithium hybrid super-capacitors (pictured left), using the kinetic energy that would normally be lost as heat. (Riversimple)

Hugo Spowers, Founder of Riversimple Movement Ltd, said: “The Rasa engineering prototype marks another key milestone in bringing an affordable and highly-efficient hydrogenpowered car to market. We really have started from a clean sheet of paper. The Rasa gives us the opportunity to introduce customers to a more convenient concept of motoring, a lightness of ownership that neither places a burden on the pockets of motorists or the surrounding environment. The car is simple, light and fun in every respect.”

Powertrain

Fuel cell

8.5 kW

Lithium ion capacitors

1.9 MJ of usable energy

Electric motors

4 x 170 Nm hub motors

Transmission

None (forward, neutral and reverse controls only)

Suspension & Steering

Front suspension type

Double wishbone

Rear suspension type

Semi trailing arm

Steering type

Rack and pinion

Dimensions

Length

3673 mm

Width incl mirrors

1630 mm

Height

1332 mm

Boot volume

170 litres

Fuel tank capacity

1.5 kg

Performance & Fuel Economy

0-60 mph

10 sec

Top speed

60 mph

Torque Nm (lb ft)

680 Nm (direct drive)

Fuel consumption

about 250 mpg

Maximum range

300 miles

Refuelling time

3 minutes per full tank

CO2 emissions at tailpipe

0 g/km

CO2 emissions well to wheel

about 40 g/km

After a public 12-month Beta trial of 20 Rasa prototypes, in 2018 the first full production model comes to market.

Forest City Malaysia will be located on four man-made islands on Malaysian territory and is just a bridge away from the powerhouse Singapore

The world’s only island city-state Singapore is a magnet in the region and well known for its strong economic performance and high land and property prices. According to the World Bank, it is the easiest place to make business. But the high rents of the global financial, commerce and transportation hub may discourage immigrants and small investors or start-ups. Forest City Malaysia, a new urban cluster of commerce and culture adjacent to Singapore, can change the circumstances.

(Sasaki Associates)

It is not surprising that many media outlets have reported about this ambitious urban project. The recently unveiled master plan of Forest City, designed by Sasaki Associates, envisages a 20 years multiphase project spanning over 1,386 hectares. This artificial city will be located on four man-made islands on Malaysian territory and is just a bridge away from the powerhouse Singapore. A compact and walkable mixed-use metropolis with a variety of civic, cultural, and recreational amenities set within a lush tropical landscape. Against this backdrop, together with Singapore it could become a cross-border megacity. The costs for this undertaking are now estimated at S$58.3 billion (about US$41.4).

Forest City Malaysia will be connected with multiple modes of public transportation

Forest city Malaysia is designed to cultivate a work-life balance. The project is expected to bring around 220,000 jobs to the area. It is planned to establish an innovative and sustainable employment base with technology and biotech research facilities, financial institutions, and a variety of creative industries. According to Sasaki, Forest City Malaysia can be an ideal destination for an emerging generation of Malaysians. The new Malaysian city will be connected with multiple modes of public transportation – including an extensive ferry network and light rail transit system that links to Singapore‘s MRT and Malaysia’s high-speed rail line to Kuala Lumpur.

(Sasaki Associates)

(Sasaki Associates)

“To create a new paradigm for 21st century cities, investment in ecological services is just as important as investment in infrastructure. If implemented according to the principles of the master plan, Forest City’s public realm and landscapes will celebrate the unique ecology of the region.” Michael Grove from Sasaki Associates says.

(Sasaki Associates)

(Sasaki Associates)

In order to address concerns of environmentalists, Sasaki comes up with a string of suggested measures. A contiguous network of complementary waterfront landscapes will imitate the natural coastal ecologies of the region and protect the region’s ecosystem. Tidal pools, restored mangroves and shallow bays that provide critical marine habitat and support local fisheries belong to this waterfront landscape.

(Sasaki Associates)

In order to absorb the impact of increasingly powerful storms and provide landscapes with the necessary space to evolve as waters rise over time, edge conditions are designed. Four percent of the total land area is dedicated to a gradually rising riparian zone that allows for shifts in the landscape as the high tide line increases over the next century. Endangered seagrass beds will be protected through the creation of a preservation zone that restricts motorized boats and limits human access.

(Sasaki Associates)

Over the past five decades, more than 30 percent of Malaysia’s mangroves have been lost to deforestation (UNESCO estimates). According to the planning, Forest City also intends to re-establish 9.2 linear kilometers of new mangrove habitat, 10.3 linear kilometres of shallow coves and mudflats, and protects 250 hectares of critical seagrass habitat.

(Sasaki Associates)

The planned highly efficient transportation system, characterised by a compact and walkable urban environment, will be a key factor for Forest City’s future success. The international planning and design firm Sasaki Associates has clear ideas relating the transportation system and the urban environment. Sasaki emails:Density and civic uses are organised around transit centres, ensuring that over 80% of the development is situated within a 10-minute walk of public transportation. The system is organized with a multi-layered approach designed to prioritize pedestrian connections. Infrastructure related to vehicular traffic is located at the ground level, while a contiguous landscape creates public space adjacent to transit stations at the top level of the infrastructure podium. This approach envisions a new paradigm for the public realm – a 4 million square meter, contiguous rooftop landscape that links all development parcels, accommodates stormwater, re-establishes native habitat zones, filters runoff, and provides recreational opportunities in an entirely automobile-free experience. Green walls, sky gardens integrated into the architecture of the city, and rooftop landscapes on individual buildings create yet another dimension of vertical open space that allow humans and nature to coexist at new heights.

(Sasaki Associates)

“The opening of the Sales Gallery is just a glimpse of what is to come. Ongoing work over the next 20 years of development will evolve alongside best practices in the design and construction industries. It is our hope that zero net energy buildings, regenerative landscapes, and other ‘idealistic’ and ‘futuristic’ thinking becomes the rule for Forest City rather than the exception. Stay tuned!” Michael Grove emails to ECOURBANLAB.

Sondors THIN is probably the most affordable electric bike in the world up to now

Sondors THIN reached 50 percent of the funding target on Indiegogo within two hours

Last year, it was the second most successful crowdfunding on Indiegogo. The electric bike from Storm Sondors. But why? The main reason is the very low price. The second version, Sondors THIN, costs only US$499. It is a fraction of other purchasable ebikes and probably the most affordable way to cycle with an electric motor up to now.

The second crowdfunding on Indiegogo started yesterday. After two hours 50 percent of the funding target has been reached. A few hours later it exceeded the threshold of 100 percent. The incentive to spend money is a new Sondors THIN.

Crowdfunding on Kickstarter (left), first crowdfunding on Indiegogo (middle), and second crowdfunding on Indiegogo (right)

Storm Sondors shakes up the market for electric bicycles with its first edition Sondors and second edition Sondors THIN. The follower features a 350-watt electric motor propelling the bike up to 20 miles or between 30 and 50 if you cycle with pedal assistance. The motor is powered by a very thin single-cell battery from Panasonic (36V battery with 8.7Ah), proven technology in the Tesla Model S.

The bike is very light because of the 100 percent aluminium framework. A nylon belt instead of a common bicycle chain is provided for further US$150. Shipping starts in May 2016 for Canada and USA. In Europe, the bike costs US$664. Shipping starts in June 2016. The European version is only equipped with a 250-watt electric motor because of legal regulations.

Maybe Storm Sondors bicycle stimulates the electric bicycle market in the whole world. Together with high-speed cycle tracks, protected bike lanes and further incentives more commuters in the US and other countries and regions in the world choose their bike for the daily duty stroke. The more incentives to choose the bike, the less traffic noises and emissions in urban agglomerations.

Sondors THIN with Panasonic single cell technology, which has been proved successful in the Tesla Model S (Sondors)

Protected bike lanes reduce noise and air pollution as well as the demand of resources

Protected bike lanes are an easy way to improve the safety of cyclists. For the purpose to explore what might increase levels of cycling for transportation, the academic study FOUR TYPES OF CYCLISTS has been conducted by Portland State University. They interviewed adults in the Portland, OR region (USA) and found out that 84 percent of interested but concerned cyclists are concerned about being hit by a motor vehicle. It is their greatest concern and even greater than the fear of a stolen bike. And still 39 percent of the strong and fearless cyclist type is afraid of road accidents.

Concern about being hit by a motor vehicle and cyclist type (PeopleForBikes)Check the definition of the cycle types here

Indeed, in the first instance protected bike lanes prevent road accidents with personal injuries and material damages. This increased security in turn changes the behaviour and encourages people to choose the bike instead of their polluting car. Cyclists can drive with more pleasure and peace. In the end, protected bike lanes reduce noise and air pollution as well as the demand of resources. It is important that city planners and city leaders know the benefits of protected bike lanes especially if they are interested to increase the share of cyclists. Especially relating to commuters is a high potential to reduce car traffic in a city. And it is not a big deal to modify bike lanes. Many options require a little effort and are not very expensive.

Protected bike lanes are not a multi-used path. The space is exclusively defined and allocated for people on bikes and separated from roads and footpaths. They should not be confused with red or green painted conventional bike lanes. Real protections are vertical objects and not just buffered zones.

The Rise of Protected Bike Lanes

Do you have an idea about the different types of bike lane protections? The infographic “14 WAYS TO MAKE BIKE LANES BETTER”, provided by PeopleForBikes, introduces fourteen methods to physically separate bike and car traffic. As shown, there are plenty of opportunities to protect a lane. Depending on creativeness, they can characterise the street scene. The provided cost figures are based on various assumptions. The evaluation of aesthetic is naturally a matter of taste.

Portland First U.S. City Requiring Protected Bike Lanes For New Constructions And Retrofit Plans

In an internal memo from 19 October 2015, Portland’s policy announced that all city-managed streets with average daily traffic of 3,000 motor vehicles or more per day have to be equipped with a bike lane protection. Probably the first city in the United States with such an ambitious policy. As stated in the memo, Portland’s Bureau of Transportation expects that the share of bike transportation will grow the most. For this, safe and high quality bike lanes are needed.

SW Moody Avenue in Portland, Oregon, USA (Nick Falbo/Foster United)

“I’m very, very interested in getting more people to adopt biking as their commute mode, as is the city,” Treat, Director of Portland’s Bureau of Transportation, said. “One of the largest barriers that we have to getting more people on bicycles is getting people feeling safe, and cycle tracks are the safest facility.”